JP2013512390A - Vehicle fuel system and its components - Google Patents

Abstract

A fuel vapor control valve including a housing. A housing including an inlet port and an outlet port in flow communication through the first and second valve control passages. A first valve control passage configured to accept fuel vapor flow in the direction from the inlet port to the outlet port only when the pressure at the inlet port exceeds a predetermined threshold. A second valve control passage configured to accept fuel vapor flow in the direction from the outlet port to the inlet port only when the pressure at the inlet port drops below the pressure at the outlet port; A fuel vapor control valve further comprising a sealing arrangement placed in an outer portion of the housing between the inlet port and the outlet port.
[Selection] Figure 9D

Description

  The subject matter herein relates to vehicle fuel systems and components thereof. Example fuel system components include a fluid flow control valve, such as a fuel vapor recovery control valve for installation in a vehicle, associated with a fuel vapor recovery device such as a fuel tank and canister.

  Normally, the type of fuel tank that is installed in the vehicle (which causes a pressure drop inside the fuel tank) consumes fuel while the engine is operating, temperature fluctuations (temperature rise causes pressure rise inside the fuel tank, while The temperature drop is subject to changing pressure for several changing parameters such as refueling (causing a pressure drop inside the fuel tank), refueling (causing a pressure increase inside the tank).

  Such pressure changes inside the fuel tank can have an overall impact on engine performance due to unstable fuel supply to the engine, in extreme cases, deformation of the fuel tank, and, for example, fuel as well It can even cause damage to the fuel tank in the form of a crack that can cause leakage.

  In modern vehicles, a steam control system is usually provided in which fuel vapor is transferred from the fuel tank to a recovery device such as a carbon canister, which is known per se. To that end, flow communication between the fuel tank and the steam recovery device is performed on the one hand to selectively discharge fuel vapor from the fuel tank and on the other hand to allow air flow into the fuel tank. It is also known to provide a controlled pressure valve. However, it is desirable to prevent fuel droplets from flowing toward the vapor recovery system and to avoid discharging unnecessary fuel vapor from the fuel tank to reduce fuel consumption.

  Some steam control valves are pressure responsive, where the steam control valve opens or closes depending on the pressure condition at the inlet. Other pressure responsive valves correspond to the vapor pressure within the fuel tank itself. Yet another type of fuel vapor control valve corresponds to the fuel level inside the fuel tank.

  This is an ever-increasing environmental requirement that will become a compulsory requirement by environmental management authorities within a few years, so the fuel vapor that develops in the fuel tank is recovered and the air supplied to the engine is on the other hand to the engine In order to concentrate the injected gas mixture while reducing or eliminating fuel vapors escaping to the atmosphere, they are transferred into a vapor recovery device (ie a carbon canister) that is enriched by fuel vapors.

  However, in order to reduce fuel vapor emissions from fuel tanks (often carrying fuel droplets along with fuel vapor) and thus reduce overall fuel consumption, fuel vapor emissions to carbon canisters are It is required to occur only when the fuel vapor pressure inside the fuel tank exceeds the pressure threshold.

  In the prior art disclosed in this case, a housing in which a first port connectable to a fuel tank and a second port connectable to a fuel vapor recovery device are attached, and the pressure inside the tank is the first When rising to the threshold, the second is to accept steam flow in the first direction from its first port to its second port, or when the pressure inside the tank drops below the pressure at the fuel recovery device. There is International Patent No. WO02085597A1 to RAvAl intended for a fuel vapor pressure control valve that includes a valve assembly for receiving vapor flow in the opposite direction.

  Borg-WArner Corp. U.S. Pat. No. 3,616,783 discloses a first pressure that allows steam flow toward a steam recovery device, with a check valve provided to compensate for negative pressure or fuel level drop. Disclosed is a multifunction valve for controlling steam from a fuel tank, designed to remain open until the pressure drops to a lower second pressure, with a safety relief valve overpressure Provided to protect tanks and systems from.

  U.S. Patent No. 6,0034,399 StAnt Manufacturing Inc. Discloses an apparatus provided for controlling the release of steam to and from a fuel tank. The apparatus includes a housing and first and second valves disposed within the housing. The first valve controls the primary flow of steam from the fuel tank and includes an opening that allows an auxiliary flow of steam to and from the fuel tank. The second valve controls the auxiliary flow of steam from the fuel tank and includes first and second openings that allow steam to flow to the fuel tank. The second valve has a first position that allows the steam to flow through the first opening, and allows the steam to flow through the first opening and the second opening at a greater flow rate. Move to and from the second position.

  In accordance with the subject matter herein, a fuel vapor control valve is provided that includes a housing, the housing including an inlet port and an outlet port in flow communication through a first valve control passage and a second valve control passage, The one valve control passage is configured to accept a fuel vapor flow in the direction from the inlet port to the outlet port only when the pressure at the inlet port exceeds a predetermined threshold, and the second valve control passage is the inlet port The fuel vapor control valve is configured to receive a vapor flow in the direction from the outlet port to the inlet port only when the pressure at the outlet port is lower than the pressure at the outlet port, and the fuel vapor control valve is disposed in the housing between the inlet port and the outlet port. It further includes a sealing arrangement placed on the outer portion.

The fuel vapor control valve may be configured to have any of the following features.
• During filling of the fuel tank, the control valve remains closed to facilitate the spontaneous shutoff of the fuel nozzle during pressure inside the fuel tank.
To release fuel during normal operation to prevent excessive pressure inside the fuel tank.
• Release / air ring the fuel tank when the pressure drops inside the fuel tank (ie, allow back flow of air to the fuel tank).
When the pressure in the fuel vapor recovery device is lower than atmospheric pressure, the control valve prevents the fuel vapor flow from the fuel tank into the fuel vapor recovery device to prevent pressure shortage inside the tank.
• If the pressure at the outlet port falls below the pressure at the inlet port, flow is blocked in the direction from the inlet port to the outlet port.
The first valve control passage and the second valve control passage may be configured to remain sealed when the pressure at the outlet port is less than the pressure at the inlet port.

  The fuel vapor control valve may include an inlet chamber associated with the inlet port. The fuel vapor control valve may include an outlet chamber associated with the outlet port. The fuel vapor control valve may include a control chamber. The control chamber may be placed between the inlet chamber and the outlet chamber.

  The fuel vapor control valve may include a septum that sandwiches a first valve control passage between an inlet chamber associated with the inlet port and an outlet chamber associated with the outlet port. The septum may be deflected to seal against the outer edge support member that defines the first valve control passage. The septum may typically be configured to be deflected into a closed position, thereby sealing the first valve control passage with a predetermined force. The septum is configured to remain in the closed position until the pressure at the inlet port exceeds a predetermined threshold, thereby moving the septum to the open position, allowing steam flow through the first valve control passage. Good. The inlet chamber may extend along a linear path from the inlet port to the septum. Both the inlet chamber and the outlet chamber may extend to the first surface of the septum. A second surface of the septum located on the opposite side of the septum from the first surface may reside in a control chamber that is vented to the atmosphere through an air ring opening. The septum may have a first surface configured to seal the first valve control passage, the first surface extending along a plane parallel to the inlet port. The first surface may be configured to seal the first valve control passage. This surface may extend in a direction substantially perpendicular to the outlet port.

  The housing may be formed with an air ring opening associated with the control chamber. The air ring opening may be configured to allow flow communication between the control chamber and a region external to the housing. Such an air ring opening may take the form of a single opening or a plurality of openings formed in the housing. The air ring opening may allow fluid communication between the valve chamber and the atmosphere. The air ring opening may extend in a direction parallel to the inlet port. The air ring opening may extend in a direction perpendicular to the outlet port.

  The housing may be substantially cylindrical. The housing may have substantially cylindrical portions of different diameters. The housing may not include any members or elements extending radially outward therefrom. The valve may not include radially extending tubes. The outlet port of the valve may be an opening formed in the housing. The absence of an outwardly extending radial member allows the valve to be simply mounted within a cylindrical portion of another object. The valve may be configured to be mounted within a cylindrical portion of another object.

  The fuel vapor control valve may include a one-way valve that sandwiches a second valve control passage between an inlet chamber associated with the inlet port and an outlet chamber associated with the outlet port. The one-way valve typically may be configured to seal the second valve control passage. The one-way valve may be configured to allow steam flow through the second valve control passage only when the pressure at the inlet port falls below the pressure at the outlet port. A one-way valve may allow flow with only a substantially low pressure differential.

  The outlet chamber may take the form of a tubular wall portion that extends coaxially within the outlet chamber, and a second valve control passage extends through the tubular wall and communicates between the outlet chamber and the inlet chamber. One or more openings. The longitudinal axis of the tubular wall may extend in a direction parallel to the inlet port. The longitudinal axis of the tubular wall may extend in a direction perpendicular to the inlet port. The one-way valve may take the form of a resilient sleeve that is mounted over its one or more openings formed in the tubular wall portion. The resilient sleeve may typically strike its one or more openings so as to seal the second valve control passage, where the sleeve is deformed and a predetermined distance between the outlet chamber and the inlet chamber. Due to the pressure difference, the second valve control passage is opened. The outlet chamber may have a first sub-chamber inside the tubular wall and a second sub-chamber with a larger volume than the first sub-chamber. The outlet chamber may have a first sub-chamber and a second sub-chamber inside the tubular wall portion, the second valve control passage extending through the wall of the second sub-chamber and the outlet chamber There may be one or more openings in communication between the second sub-chamber and the inlet chamber. The second valve control passage may extend in a direction perpendicular to the inlet port. The second valve control passage may extend in a direction parallel to the outlet port.

  The second valve control passage may take the form of an opening extending between the outlet chamber and the inlet chamber, and the opening when the sealing member extends into the inlet chamber and the inlet chamber is evacuated. And can be deformed or displaceable away from the sealing engagement. The sealing member may be a leaf-like member pivoted to the housing at one end thereof and released at the other end.

  The sealing member may be received within the protective container or may extend behind the protective shield to prevent its collapse. The sealing member may be a mushroom shaped valve.

  For purposes of the specification and claims, the sealing configuration is defined as one or more elements configured to assist in preventing steam flow through the region. If the region is delimited by two or more components (which may be valves, liquid fuel traps, etc.), each component is configured to be part of a sealed configuration 1 It may be formed of or include one or more elements. A single component may include or be formed of all of the components configured for a sealed configuration, and another component may be involved with the sealed configuration in preventing steam flow through the region. .

  The sealing configuration may be configured to assist in preventing steam flow through the region. The sealing configuration may be configured for sealing engagement with the fuel vapor control valve. The sealing configuration may be configured for sealing engagement between the fuel vapor control valve housing and components external thereto for direct contact with the components. The sealing configuration may include a sealing element. The sealing element may be an O-ring or other sealing element (s) known in the art per se. The sealing arrangement may include a peripheral groove formed in the housing of the fuel vapor control valve. In the latter case, the sealing arrangement may further include a sealing element configured to be attached to the peripheral groove. At least a portion of the sealing arrangement may be integrally formed with the fuel vapor control valve housing. The sealing arrangement may be configured to form an air tight seal with the object to which the valve is attached.

  Where the fuel vapor control valve includes an air ring opening, the fuel vapor control valve may further include at least one additional sealing configuration. This at least one additional sealing arrangement may be located external to the valve housing between the air ring opening and the inlet port. This at least one additional sealing arrangement may be placed outside the housing and the valve between the air ring opening and the inlet port. The at least one sealing configuration may have any of the features of the sealing configuration described above.

  It will be appreciated that the fuel vapor control valve may form part of a fuel vehicle system. The fuel vehicle system may have any of the features described below.

  In accordance with additional aspects of the present subject matter, a vehicle fuel system is provided that includes a liquid fuel trap, a fuel vapor control valve, and a sealing arrangement disposed therebetween, the liquid fuel trap including a body formed with an expansion space. The fuel vapor control valve includes a housing having an inlet port and an outlet port in flow communication, the inlet port of the fuel vapor control valve is in flow communication with the expansion space of the liquid fuel trap, and the sealing configuration is between the inlet and the outlet. Placed on the exterior portion of the fuel vapor control valve housing, the sealing arrangement is configured to prevent flow communication through an area located between the body of the liquid fuel trap and the fuel vapor control valve housing.

  The liquid fuel trap may include an entry port and an exit port. The liquid fuel trap may be formed with an additional port configured to air the valve. In the latter case, the additional port may be in flow communication with the fuel vapor control valve air ring opening. In such a case, the vehicle fuel system may further include at least one additional sealing configuration. This at least one additional sealing arrangement can be configured to prevent flow communication through the region external to the valve housing and between the additional port and the exit port of the liquid fuel trap. The at least one additional sealing arrangement can be configured to prevent flow communication between the air ring port and the fuel vapor control valve outlet port along a path external to the fuel vapor control valve housing.

  The body of the liquid fuel trap may be formed with a portion having an internal cross-sectional shape that matches the external cross-sectional shape of the fuel vapor control valve, thereby ensuring that the fuel vapor control valve is airtight and mounted within the portion of the liquid fuel trap. to enable.

  The expansion space may be in flow communication with the liquid fuel trap entry port. The expansion space may have a volume that is greater than the volume of the fuel vapor control valve inlet port. The expansion space may have a larger volume than the inlet chamber of the fuel vapor control valve.

  The fuel vapor control valve may have any of the features described above.

  The sealing configuration may have any of the features described above. The sealing arrangement may be configured to form a hermetic seal between the valve and the liquid fuel trap.

The sealing element of the sealing configuration may be associated with a fuel vapor control valve or a liquid fuel trap. For example,
-Sealing element in the O-ring or other sealing element (s) that may be mounted on either the fuel vapor control valve or the liquid fuel trap
-A perimeter groove formed in the fuel vapor control valve housing or in the liquid fuel trap body

  At least a portion of the sealing arrangement may be integrally formed with the liquid fuel trap body.

  The sealing arrangement may be configured to prevent flow communication between the entry and exit ports of the liquid fuel trap and through an area located external to the fuel vapor control valve housing. The sealing arrangement may be configured to prevent flow communication between the fuel vapor control valve inlet and outlet ports along a path external to the fuel vapor control valve. The sealing configuration may be configured for sealing engagement by engagement of opposing surfaces of the liquid fuel trap body and the fuel vapor control valve housing.

  If the fuel vapor control valve and liquid fuel trap each include an air ring opening and an additional port, the vehicle fuel system may further include at least one additional sealing configuration. The at least one sealing arrangement may be configured to prevent flow communication through a region located between the air ring opening and the exit port of the liquid fuel trap, and is external to the fuel vapor control valve housing. Good. The at least one additional sealing structure may be configured to prevent flow communication between the air ring opening and the fuel vapor control valve outlet port along a path external to the fuel vapor control valve housing. The at least one sealing arrangement may be placed between the additional port and the entry port of the liquid fuel trap and configured to prevent flow communication through a region external to the fuel vapor control valve housing. The at least one additional sealing structure may be configured to prevent flow communication between the air ring opening and the fuel vapor control valve inlet port along a path external to the fuel vapor control valve. This at least one additional sealing structure may have any of the features described above.

  The vehicle fuel system may further include a fuel tank. If a liquid fuel trap is formed at the entry port, the fuel tank may be in flow communication therewith. The liquid fuel trap may be completely placed inside the fuel tank. The liquid fuel trap may be partially placed inside the fuel tank. The liquid fuel trap may be external to the fuel tank.

  The vehicle fuel system may be included in the fuel vapor recovery device. If the liquid fuel trap is formed with an exit port, the fuel vapor recovery device may include an access port in flow communication with the exit port of the liquid fuel trap. The liquid fuel trap outlet port and the fuel vapor recovery device access port may be coupled together. In such a case, the outlet port of the liquid fuel trap and the access port of the fuel vapor recovery device may constitute a single port. Alternatively, the vehicle fuel system may further include a conduit through which the liquid fuel trap outlet port and the fuel vapor recovery device access port are connected. The conduit may be a pipe connectable to the liquid fuel trap outlet port and the fuel vapor recovery device access port.

  In accordance with yet another aspect of the present subject matter, a vehicle fuel system is provided that includes a liquid fuel trap formed in an expansion space and a valve, wherein the valve is in flow communication through at least one internal passage in the housing. Including a housing formed by an inlet port and an outlet port, wherein the valve inlet port is in flow communication with the expansion space of the liquid fuel trap, and the valve is connected to the valve inlet and outlet ports along a path external to the valve. It is airtight and prevents the flow communication between them and is installed inside the liquid fuel trap.

  The liquid fuel trap may have any of the features described above. The body of the liquid fuel trap may be further formed with a portion having an internal cross-sectional shape that matches the external cross-sectional shape of the valve, thereby facilitating attachment of the valve to the interior of the portion of the liquid fuel trap.

  The valve may have any of the features described above. The valve may not include radially extending tubes.

  In order to understand the present description and to see how it can actually be implemented, some examples will now be described by way of example only with reference to the accompanying drawings.

It is the schematic of the vehicle fuel system of the example to which the fuel vapor recovery apparatus and the fuel control valve were attached. FIG. 4 is a cross-sectional perspective view of the valve showing the valve shown in a fully closed / sealed position. FIG. 3 is a longitudinal section through the valve of FIG. 2 in different operable positions as follows. FIG. 5 shows the valve in its fully closed / sealed position. It is a figure which shows the valve with the 1st valve control channel in the open position. It is a figure which shows the valve with the 2nd valve control channel | path in the open position. It is an upper perspective view of only the bottom part of the housing of the valve concerning other examples. FIG. 5 is a longitudinal section through the valve according to FIG. 4 in different operable positions as follows. FIG. 5 shows the valve in its fully closed / sealed position. It is a figure which shows the valve with the 1st valve control channel in the open position. It is a figure which shows the valve with the 2nd valve control channel | path in the open position. It is a top perspective view of only the bottom of the housing of the valve concerning a different example. FIG. 7 is a longitudinal section through the valve according to the example of FIG. 6 in different operable positions as follows. FIG. 6 shows the valve in its fully closed / sealed position It is a figure which shows the valve with the 1st valve control channel in the open position. It is a figure which shows the valve with the 2nd valve control channel | path in the open position. FIG. 4 shows a longitudinal section through a valve according to a second example variant, with the valve shown in a fully closed / sealed position. It is a side perspective view of the valve concerning another example. FIG. 9B is a side view of the valve of FIG. 9A. FIG. 9B is a plan view of the valve of FIGS. 9A and 9B. 9B is a schematic view of the liquid fuel trap with portions of the valve of FIGS. 9A-9B and the steam recovery device and pipe, sectioned along line AA of FIG. 9C therein. FIG. It is a side perspective view of the valve concerning another example. FIG. 10B is a side view of the valve of FIG. 10A. FIG. 10B is a plan view of the valve of FIGS. 10A and 10B. FIG. 10B is a schematic illustration of the liquid fuel trap with portions of the valve and vapor recovery device and pipe of FIG. 10A-10B, segmented along line AA of FIG. 10C therein.

  FIG. 1 schematically illustrates an example vehicle fuel system, generally designated 10, including a fuel tank 12 attached to an inlet pipe 14 and a fuel vapor recovery device 16, typically a carbon canister. Similarly, the fuel vapor recovery device 16 may be coupled to a fuel injection system of an engine (not shown) via a pipe 18. A fuel vapor control valve 20 is provided which is connected to the intermediate tank 12 and the fuel vapor recovery device 16, connected to the fuel tank via a pipe 22 and to the fuel vapor recovery device 16 via a pipe 24. Some examples will now be described in detail with reference to the remaining figures. It will be understood, however, that the illustration of FIG. 1 is merely a schematic example and that the actual vehicle fuel system includes more valves and other components not shown.

  From FIGS. 2 and 3A, a first example shows a valve designated 20A, including a housing 26A attached to an inlet tube portion 28A and an outlet tube portion 30A that define an inlet port 32A and an outlet port 34A, respectively. It will be disclosed with reference to FIG. 3C. There is an inlet chamber 36A and an outlet chamber 38A that extend into the interior of the housing 26A and are partitioned at its upper end by a tubular wall portion 42 formed by an annular valve seat 44.

  The peripheral sealing wedge 52 of the partition wall 50 is tightened in a sealing manner between the peripheral annular groove 54 of the housing 26A and the corresponding tightening portion 58 of the cover 62A. A sealing engagement is provided so that the control chamber 66 extending above is not in flow communication with either the inlet chamber 36A or the outlet chamber 38A.

  According to a variant, the cover 62A includes an opening 68, shown in broken lines, for airing the control chamber 6629 to the atmosphere.

  As further noted in FIG. 2, the septum 50 is typically deflected against the sealing ridge 44 by a coil spring 72 that strikes a portion of the cover 62A at one end and abuts the septum 50 at its opposite end. Is held along the axis by a support 74 extending from the cover 62A, and the spring holds a protrusion 76 extending from the septum 50. Cover 62A may otherwise be attached, for example, by gluing, heat, or sonic welding, but is typically snapped onto housing 26A.

  There is a first valve control passage that extends between the inlet chamber 36A and the outlet chamber 38A, and is usually sealed by a septum 50 that strikes the ridge 44 of the annular wall portion 42. The second valve control passage 84 extends between the inlet chamber 36 </ b> A and the outlet chamber 38 </ b> A and is normally sealed by a resilient sleeve member 86 that seals its opening 84.

  It is understood that the resiliency of the sleeve 86 governs the minimum pressure required to deform the sleeve to open the second valve control passage 86. It is further understood that fluid flow through the second valve control passage 84 is only possible in the direction from the outlet chamber 38A to the inlet chamber 36A and not in the reverse direction.

  The partition wall 50 cross-sectional area exposed to the outlet chamber 38 is significantly smaller than the cross-sectional area exposed to the inlet chamber 36A (which takes the form of an annulus), so that it is substantially in the direction from the outlet chamber toward the inlet chamber. In the opposite direction, i.e., the inlet chamber, during a pressure difference that prevents the bulkhead 50 from moving to its open position when the flow of pressure is low, while overcoming the nominal threshold of the bias spring 72 and the elasticity of the bulkhead 50 It is further noted that the fluid is displaced to an open position during fluid flow from 36A toward outlet chamber 38A.

  FIG. 3A shows the valve 20 </ b> A in a fully sealed position, i.e., where the first valve control passage 80 is sealed by the septum 50 and the second control passage 84 is sealed by the sleeve 86. In this position, there is substantially no flow between the inlet chamber 36A and the outlet chamber 38A, that is, there is no fluid flow between the fuel tank and the canister, both not shown. This position occurs during a substantially pressure equilibrium between the inlet and outlet chambers and also between the fuel tank and the steam recovery device.

  The second position is that the pressure rises inside the fuel tank so that a corresponding increase in pressure occurs in the inlet chamber 36A and the septum 50 is formed to decouple the annular rim 44 of the tubular wall 42, thus 3B, which refers to a position where the first valve control passage 80 is opened to allow fluid to flow toward the outlet chamber 38A. It will be appreciated that the shut-off pressure for displacing the septum 50 to its open position is governed by the elasticity of the septum 50 and by the deflection effect of the spring 72.

  In the position of FIG. 3C, the pressure at the steam recovery device (ie, the canister) is higher than the steam pressure inside the fuel tank, resulting in deformation of the resilient sleeve 86, thereby causing the second valve control passage 84 to pass through. The positions to be exposed and to allow fluid flow in the direction from the outlet chamber 38A to the inlet chamber 36A and into the fuel tank (not shown) are shown.

  In a variation where the top cover 62 includes an air ring opening (68 in FIG. 2), therefore, a pressure threshold for displacing the septum 50 to its open position and exposing the first valve control passage is resident in the control chamber 66. Consider atmospheric pressure.

  Now, looking at the example of FIG. 4, it is basically similar to the housing 26A disclosed in connection with FIG. 2, and defines an inlet port 32B connectable to the fuel tank by appropriate piping (not shown), A housing portion 26B is shown that includes an inlet tube 28B extending into an annular inlet chamber 36B. Tubular wall portion 92 is formed with a ridge 94 over which extends the first valve control passage already described above in connection with the previous example, below the septum (see FIGS. 5A-5C). A second valve control passage in the form of an opening 98 is formed with a wall 92 similar to the configuration disclosed in connection with the example of FIGS. 2 and 3 and extends opposite the opening of the inlet tube 28B. A shielding wall 100 that is also formed at 104 is provided so that fluid flow therethrough is substantially directly accessible into the space 108 formed between the shielding portion 100 and the corresponding wall portion 92.

  With further reference to FIGS. 4 and 5A to 5C, within the space 108 is placed a sealing member 112 in the form of a resilient leaf that is secured at its bottom end to the housing by a stud 114, thus sealing member. It can be noticed that the top of 112 is flexible and can be freely displaced between the sealed position (FIGS. 5A and 5B) and the open position (FIG. 5C).

  The configuration associated with the first valve control passage 80B is the same as that disclosed in connection with the first example shown in FIGS. 2 and 3, and the reader is directed to the foregoing disclosure.

  In FIG. 5A, the control valve 20B is in a fully closed position, ie, with the first valve control passage 80B closed by the septum 50 and the second valve control passage 98 sealed by the leaf-shaped sealing member 108. It is shown. This position is necessary for the pressure at the inlet chamber 36B to displace the septum 50 to its open position and at the fuel tank, and as a result, the pressure at the inlet chamber 36B is higher than the outlet chamber 38A. It is understood that it occurs when it is less than a predetermined pressure threshold.

  In the position shown in FIG. 5B, the first valve control passage 80B is opened to allow fluid flow from the fuel tank into the outlet chamber 38B via the inlet chamber 36B and from the outlet chamber 38B to the fluid. The flow flows freely to the fuel vapor recovery device. This position occurs when the pressure inside the fuel tank is increased, that is, when the pressure rises inside the fuel tank prior to the fuel threshold.

  In the position of FIG. 5C, the first valve control passage 80B is shown in its closed position. On the other hand, the second valve control passage 98 is open due to the displacement of the sealing leaf-like member 112 into its open position. That is, it is disconnected from the tubular wall portion and strikes the shield 100, thus allowing steam flow from the outlet chamber 38B toward the inlet chamber 36B. This position occurs during the generation of a vacuum inside the fuel tank, for example when the fuel is consumed or in a very cold place where the volume of fuel and fuel vapor inside the tank is reduced.

  The second valve control passage 98 is under the influence of fluid flow in the direction from the inlet port to the outlet port due to the slight fluid pressure applied to the leaf-like sealing member 112 through the opening 104 formed in the shielding wall 100. Note that it remains closed.

  An additional example is shown in FIGS. 6 and 7A-7C, which is very similar to the example shown in connection with FIGS. 4 and 5A-5C, showing a control valve generally indicated as 20C. . The main difference between this example and the previous example is that a second is formed in the annular wall portion 136 defining an outlet chamber 38C inside the annular wall portion and an inlet chamber 36C outside the annular wall portion. In the shape of the valve control passage 134. The upper ridge 138 of the annular wall portion constitutes a seal for the septum 140 (FIGS. 7A-7C) that defines the first valve control passage 80C therebetween. The second valve control passage 134 takes the form of a channel that extends between the outlet chamber 38C and the inlet chamber 36C and terminates at the inlet chamber 36C at the ramp support 144 toward the outlet 146 of the inlet tube 148. The second valve control passage can be sealed by a leaf-like sealing member 152 fixed to the housing 26C at one end 154 thereof. As can be seen from FIGS. 7A and 7B, the sealing member 152 is in its sealing position, which seals against the 144th sealing the second valve control passage 134. On the other hand, in FIG. 7C, sealing member 152 is disconnected from No. 144 to allow fluid flow in a direction from outlet chamber 138C toward inlet chamber 36C.

  In FIG. 7A, the valve 20C is shown in its fully closed position, i.e., the first valve control passage 80C is in a sealed position so that the septum 140 hits the ridge 138 in a sealing manner, The second valve control passage is sealed by a leaf-like sealing member 152 that seals the second valve control passage 134 in a sealing manner against the inclined base 144. In the position of FIG. 7B, the first valve control passage 80C is opened by the displacement of the septum 140 to be disconnected from the ridge 138, thereby allowing fluid flow in the direction from the inlet chamber 38C to the outlet chamber 38C. To do. On the other hand, the second valve control passage 134 remains in its sealed position.

  In FIG. 8, a modified, resilient sealed leaf-like member 182 of the second example described above is shown. Similar to the housing 26A disclosed in connection with FIG. 2, defines an inlet port 32D connectable to the fuel tank by suitable piping (not shown) and extends into an annular inlet chamber 36B. A housing portion 26D is shown that includes The tubular wall portion 154 is formed by a ridge 156 on which a first valve control passage 158 extends below the septum 164. A second valve control passage in the form of an opening 166 is formed in a wall 168 formed below the tubular wall portion 154, similar to the configuration disclosed in connection with the example of FIGS. , A ring portion 174 for secure mounting on the tubular wall portion 154, and a shielding member 172 including a shielding wall portion 178 that extends opposite the opening 166 and supports the resilient sealing leaf-like member 182. . Ring portion 174 is formed by opening 186 and allows fluid flow from opening 166 toward inlet chamber 36D. The shielding wall portion 174 is further formed with a protruding portion 188 that extends substantially opposite the opening 166 to support the resilient sealing leaf 182 and prevent it from displacing. The operation of the valve disclosed in FIG. 8 is similar to that disclosed in the previous example, particularly in connection with the examples of FIGS.

  The arrangement disclosed above with respect to FIGS. 2-8 allows the control valve to remain closed during fuel tank filling (refueling) to facilitate spontaneous shutoff of the fuel pump during pressure inside the fuel tank. It works to be. However, in the course of normal operation, the fuel tank is discharged on the one hand to prevent excessive pressure buildup inside the fuel tank and to prevent its buckling in vacuum when there is a significant pressure drop. Furthermore, whenever the pressure inside the piping extending between the control valve and the fuel vapor recovery device is lower than atmospheric pressure, the control valve prevents the flow of fuel vapor from the tank to prevent the pressure drop inside the tank. .

  The fuel vapor control valve may be mounted inside the liquid fuel trap. Several examples of vehicle fuel systems that include a fuel vapor control valve mounted inside a liquid fuel trap are described below with respect to FIGS. 9A-10D.

  9A-9D show a valve, generally designated 20E, having an internal structure similar to the valve 20D shown in FIG. 8, with respect to at least the leaf-like member 182 (FIG. 9D) and the first and second valve control passages. Has been. Some differences in the internal structure of valve 20D and valve 20E are detailed below.

  In FIG. 9D, the valve 20E further includes a liquid fuel trap 202, a fuel vapor recovery device 203 (only partially shown), and a pipe 22 for connecting the liquid fuel trap 202 to the fuel tank 12 (not shown). It can be seen that it is part of the vehicle fuel system, generally designated 200.

  A liquid fuel trap, generally designated 202, includes a body 207 formed of three cylindrical portions, including a first portion 216A, a second portion 216B, and a third portion 216C extending therebetween.

  The first portion 216A includes a sidewall 218A that extends between the bottom wall 210A and a side wall 220A. The first portion 216A also has a cross-sectional diameter D1. The expansion space 217 is defined between the side wall 218A, the bottom wall 219A, and the wall 220A extending in the lateral direction. The bottom wall 219A is formed with an entry port 222 that can be connected to the pipe 22 to allow flow communication between the liquid fuel trap 202 and a fuel tank 204 (not shown). The expansion space 217 is in flow communication with the entry port 222 of the liquid fuel trap 202.

  The third portion 216C includes a sidewall 218 and has a cross-sectional diameter D2 that is smaller than the cross-sectional diameter D1 of the first portion 216A. A laterally extending wall 220A extends between the side walls (218A, 218C) of the first and third portions (216A, 216C). The third portion 216C is formed by an outlet port 226 formed in the sidewall 218C that allows flow communication between the valve 20E and the adjacent portion 227 of the refueling steam recovery device 203.

  In this example, it is noted that the fuel vapor recovery device 203 includes an access port that is in fluid communication with and integrally connected to the exit port of the liquid fuel trap 202, shown generally as 229, generally as 226. Should.

  The second portion 216B includes an upper wall 219B, an annular wall 220B, and a sidewall 218B extending therebetween. The second portion 216B has a cross-sectional diameter D3 that is smaller than the cross-sectional diameter D2 of the third portion 216C. The annular wall 220B extends between the side walls (218B, 218C) of the second and third portions (216B, 216C). The second portion 216B is formed with an additional port 228 formed in the top wall 219B to allow flow communication between the valve 20E and the region 210 external to the fuel tank. Region 210 in this example that is atmospheric pressure.

  The annular wall 220 </ b> A is formed by the fourth opening 230. The fuel vapor recovery apparatus 202 further includes an umbrella check valve 232 mounted on the fourth opening 230 and a dust cap 234 mounted above the umbrella check valve. This configuration allows coordinated flow communication between the first portion 216 C of the fuel vapor recovery device 202 and the region 210 external to the liquid fuel trap 202.

  Referring to FIG. 9B, it can be seen that the valve 20E includes three substantially cylindrical portions including a base housing portion 236, an upper housing portion 238, and a central housing portion 26E extending therebetween. A valve 20E that includes first and second sealing configurations (237, 239).

  Returning to FIG. 9D, the base housing portion 236 includes an annular wall 240. The annular wall 240 has an outer diameter D4 that dimensionally matches the cross-sectional diameter D2 of the third portion 216C of the liquid fuel trap 202. The annular wall 240 is a flexible snap lock member 248 (FIGS. 9A-9B) configured for connection to a peripheral groove 242 positioned near its upper edge 244, a longitudinal slot 246, and a fuel vapor recovery device. Most visible). The base portion 236 further includes an O-ring 250 that is attached to the peripheral groove 242, both of which are located outside the base housing portion 236. In particular, the O-ring 250 engages the side wall 218C and hermetically seals it.

  In this example, the first sealing configuration 237 is configured with an O-ring 250 and a peripheral groove 242 in the base housing portion 236 of the valve 20E, but instead a sealing configuration with similar elements is not the valve 20E, It is understood that it may be part of the liquid fuel trap 202.

  The lower edge of the annular wall 240 of the base housing portion 236 defines an inlet port 32E for the valve 20E. The inlet port 32E is in flow communication with the expansion space 217. The inlet port 32E extends into the inlet chamber 36E of the valve 20E.

  Referring to FIG. 9B, the upper housing portion 238 includes a cylindrical portion 252 and a convex upper portion 254 extending from the cylindrical portion 252. Cylindrical portion 252 is formed with a peripheral groove having a second O-ring 258 mounted therein, both of which rest on the outer portion of upper housing portion 238. In particular, O-ring 258 engages side wall 218B and hermetically seals.

  Returning to FIG. 9D, the convexly shaped upper portion 254 is formed with an air ring opening 260 configured to allow flow communication between the valve 20E and the region 10 via the liquid fuel and up 202. The

  The central housing portion 26E includes an annular wall 261 and a tubular wall portion 255 formed by a ridge 257, and adjacent to the ridge 257, a first valve control passage 259 extends below the septum 264. An annular wall 261 is formed at the outlet port 263 and allows flow communication between the outlet chamber 265 of the valve 20E and the outlet port 226 of the liquid fuel trap 202, and thus also formed at the access port 229 and the fuel vapor recovery device 203. Is done. In particular, the outlet port 263 is an opening. While previous examples of valves included a radially extending outlet tube portion (eg, a tube portion shown as 30A in FIG. 2), as shown, a valve with a similar function would have no such ring portion. It is understood that it is good. It is understood that a valve without radially extending tubes or elements may allow easy assembly of the valve within the portion of the liquid trap (in this example, the cylindrical third portion 216C). It can also be seen that the outlet chamber 265 can be divided into a first sub-chamber 265A and an additional sub-chamber 265B with a larger volume than the first sub-chamber 265A. A second valve control passage in the form of an opening 266 is formed in the wall 268 below the tubular wall portion 255, similar to the configuration disclosed in connection with the examples of FIGS. A shielding member 272 is provided. The second valve control passage 266 is configured to allow flow communication between the additional sub-chamber 265B and the inlet chamber 36E when the resilient sealing leaf 282 is not in the sealing position. A shielding member 272 that includes a ring portion 274 for secure attachment over the tubular wall portion 255 and a shielding wall portion 278 that extends opposite the opening 266 and supports the resilient sealing leaf-like member 282. Ring portion 274 is formed with an opening (not shown) to allow fluid flow through opening 266 toward inlet chamber 36D. The shielding wall portion 274 supports the resilient sealing leaf 282 and will cause flow communication under conditions contrary to the desired function of the valve, substantially opposite the opening 266 to prevent its displacement. It is further formed with an extended protruding portion 288.

  The valve 20E differs from the previous example not only in that it does not have a radially extending tube, that is, it is substantially cylindrical, but also in that its internal components are configured in different orientations. Is understood. For example, it can therefore be seen that the inlet chamber 36E extends along a linear path from the inlet port 32E to the septum 264. Septum 264 has a surface 264A configured to seal first valve control passage 259, and surface 264A extends along a plane parallel to inlet port 32E. The air ring opening 260 is oriented in a direction horizontal to the inlet port 32E. The air ring opening 260 is oriented in a direction perpendicular to the outlet port 263.

  In operation, the first O-ring 259 prevents communication between the expansion space 217 of the liquid fuel trap 202 and the outlet port 263 of the valve 20E along a passage external to the base housing portion 236.

  Similarly, the second O-ring 258 provides communication between the additional port 228 of the liquid fuel trap 202 and the outlet port 263 of the valve 20E along a passage external to the upper housing portion 238 and the central housing portion 26E. Hinder.

  The operation of valve 20E disclosed in FIGS. 9A-9D is similar to the operation disclosed in connection with the previous example.

  Referring to FIGS. 10A-10D, a valve generally designated 20F is shown having an internal structure similar to the valve 20E shown in FIGS. 9A-9D. The valve 20F includes a base housing portion 336, an upper housing portion 338, and a central housing portion 26F extending therebetween. 10D, the valve 20F further includes a liquid fuel trap 302, a fuel vapor recovery device 303 (only partially shown), and a pipe 22 for connecting the liquid fuel trap 302 to the fuel tank 12 (not shown). It can be seen that it is part of the vehicle fuel system, generally designated 300.

This example is similar to the vehicle fuel system 200 of the previous example except for the following points.
The upper portion 338 is substantially cylindrical and does not include a convex upper portion.
The valve 20F also functions as a rollover valve (ROV), so the base housing part 336 further includes ROV elements known in the art, such as the float 340 and the associated spring 342.

  The operation of the valve 20F is similar to the operation disclosed in connection with the previous example, and the additional function of the float 340 limits the flow through the central housing portion 26F as the valve rolls. In particular, since the partition 364 is normally deflected and blocked via the associated spring 366, the float 340 essentially acts as a backup blocking mechanism.

  Several examples have been shown and described in detail, but are not intended to limit the disclosure of the subject matter herein, but rather to It should be understood that all variations and configurations falling within the spirit and scope of the subject matter are intended to be covered. For example, it should be understood that throughout the example subject matter herein, the second valve control management passage may include a plurality of openings.

Claims (19)

A fuel vapor control valve including a housing, the housing comprising:
Comprising inlet and outlet ports in flow communication through first and second valve control passages;
The first valve control passage is configured to accept a fuel vapor flow in a direction from the inlet port to the outlet port only when a pressure at the inlet port exceeds a predetermined threshold;
The second valve control passage is configured to accept steam flow in the direction from the outlet port to the inlet port only when the pressure at the inlet port falls below the pressure at the outlet port;
The fuel vapor control valve further comprises a sealing arrangement placed in an outer portion of the housing between the inlet and the outlet port.   The sealing arrangement may be configured for sealing engagement between the housing of the fuel vapor control valve and a component external thereto, through direct contact with the component. Item 4. The fuel vapor control valve according to Item 1.   The fuel vapor control valve according to claim 1 or 2, wherein the sealing arrangement further comprises a sealing element.   The fuel vapor control valve according to claim 3, wherein the sealing element is an O-ring or a peripheral groove formed in the housing of the fuel vapor control valve.   The fuel vapor control valve is associated with the control chamber, an inlet chamber associated with the inlet port, an outlet chamber associated with the outlet port, a control chamber positioned between the inlet chamber and the outlet chamber, and The fuel vapor control valve according to any one of claims 1 to 4, further comprising the housing formed by an air ring opening.   The fuel vapor control valve of claim 5, wherein the fuel vapor control valve further comprises at least one additional sealing arrangement.   The at least one additional sealing arrangement is placed on the outer part of the housing between the air ring opening and the inlet port, or on the outer part of the housing between the air ring opening and the outlet port. The fuel vapor control valve according to claim 6, which is placed.   The fuel of any one of the preceding claims, configured to prevent flow from the inlet port to the outlet port when the pressure at the outlet port drops below the pressure at the inlet port. Steam control valve. A vehicle fuel system,
A liquid fuel trap, a fuel vapor control valve, and a sealing arrangement placed therebetween,
The liquid fuel trap includes a body formed by an expansion space,
The fuel vapor control valve includes a housing having an inlet port and an outlet port in flow communication,
The inlet port of the fuel vapor control valve is in flow communication with the expansion space of the liquid fuel trap;
The sealing arrangement is located between an outer portion of the fuel vapor control valve housing and its inlet and outlet ports;
A vehicle fuel system wherein the sealing arrangement is configured to prevent flow communication through a region located between the body of the liquid fuel trap and the housing of the fuel vapor control valve.   10. The sealing arrangement according to claim 9, wherein the sealing arrangement is configured to prevent flow communication between an entry port and an exit port of the liquid fuel trap and through an area located external to the housing of the fuel vapor control valve. Vehicle fuel system as described.   11. Vehicle fuel according to claim 9 or 10, wherein the sealing arrangement is configured for sealing engagement by engagement of opposing surfaces of the body of the liquid fuel trap and the housing of the fuel vapor control valve. system.   The vehicle fuel system according to any one of claims 9 to 11, wherein the sealing arrangement further comprises a sealing element. The fuel vapor control valve further comprises an air ring port, and the liquid fuel trap further comprises an additional port;
The vehicle fuel system is configured to pass through an external region for the housing of the valve and to prevent flow communication between the additional port and the exit port of the liquid fuel trap, or of the fuel vapor control valve 13. At least one sealing arrangement configured to prevent flow communication between the air ring port and outlet port of the fuel vapor control valve along a path external to the housing. The vehicle fuel system according to any one of the above.   The vehicle fuel system further comprises a fuel vapor recovery device comprising an access port in flow communication with the exit port of the liquid fuel trap, wherein the outlet port of the liquid fuel trap and the access port of the fuel vapor recovery device are integrated. The vehicle fuel system according to claim 9, wherein the vehicle fuel system is connected to each other.   An access port in flow communication with the exit port of the liquid fuel trap; and a conduit to which the outlet port of the liquid fuel trap and the access port of the fuel vapor recovery device are connected via a conduit. The vehicle fuel system according to any one of claims 9 to 14, further comprising a fuel vapor recovery device.   The body of the liquid fuel trap may be formed with a portion having an internal cross-sectional shape that matches the external cross-sectional shape of the fuel vapor control valve, thereby sealing the fuel vapor control valve and the portion of the liquid fuel trap. The vehicle fuel system according to any one of claims 9 to 15, which can be mounted inside the vehicle. A vehicle fuel system comprising a liquid fuel trap formed in an expansion space and a valve,
The valve includes the housing formed by an inlet port and an outlet port that are in flow communication through at least one internal passage in the housing, the inlet port of the valve being in flow communication with the expansion space of the liquid fuel trap. And
The vehicle fuel system, wherein the valve is hermetically sealed to prevent flow communication between the inlet port and the outlet port of the valve along a path external to the valve, and is mounted inside the liquid fuel trap.   The liquid fuel trap is further formed with a portion having an internal cross-sectional shape that matches the external cross-sectional shape of the valve, thereby facilitating mounting the valve in an airtight manner within the portion of the liquid fuel trap; The vehicle fuel system according to claim 17.   19. A vehicle fuel system according to claim 17 or 18, wherein the valve has no radially extending elements.

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